Articulated train

ABSTRACT

A plurality of small, individual car units are provided, each measuring about 2-3 meters (7-10 feet) in length and 2-3 meters (7-10 feet) in width. A single drive wheel is mounted at each side of the car unit, so that the unit will be suspended between a pair of rails, the center of gravity being at, or below the suspension or surface. Adjacent car units are interconnected by weight-bearing couplings which keep adjacent car units from tipping about the single support wheels. These interconnections may be pins, interfitting truncated cones, spherical sections or the like, permitting relative movement of the car units.

Unite tates Patent Continuation-impart 01 application Ser. No. 719,900,Apr. 9,1968, now abandoned. This application Aug. 30, 1968, Ser. No.756,561

[54] ARTICULATED TRAIN 20 Claims, 37 Drawing [52] U.S. Cl 104/119,104/89,104/124,104/130, 104/131,104/247,105/1R,105/3,105/17,105/144,105/180,213/1, 213/75, 238/149, 246/415 R,247/433 [51] Int. Cl B611) 3/02, 1361b 13/04, B61b 17/20 [50] Field ofSearch 104/138,

48,96,99,103,104,118, 119,130,131, 242, 245, 246,247,89, 124; 105/15,155, 2, 3,4, 8,10,16, l8,21,77,144,180,1R,l7;2l3l1,9,75;

[56] References Cited UNITED STATES PATENTS 147.680 2/1874 OToole104/131 X 400,544 4/1889 Brown 105/180 X 515,601 2/1894 Manning.. 105/10523,435 711894 Libbey v 7 1 05/15 685,822 11/1901 Cook 104/99 836,042 1H1906 Johnston 104/99 841,042 1 1/1906 Johnston 104/99 841,436 1/1907Pfautz 104/103 905,370 12/1908 Roby 104/131 X 1,286,042 11/1918 McClureet a1. 104/130 1,472,808 1 1/1923 Older 104/103 2,247,273 6/1941Blomberg 105/2 2,864,318 12/1958 Toulmin, Jr. 105/77 X 2,865,306 12/1958Bock et al..... 105/3 3,126,839 3/1964 Hampton et a1. 104/247 3,359,92212/1967 Muhlethaler 104/247 1,943,370 1/1934 Cornet 213/9 2,188,632l/1940 Ragsdale 105/15 X 2,503,120 4/1950 Meyer 105/155 X 3,387,5687/1968 Hawes 105/15 OTHER REFERENCES A.P.C. Application of Fuchs, SerialNumber 316,577, Published May 1 1, 1943.

Primary Examiner-Arthur L. La Point Assistant Examiner-Howard BeltranAttorney-Stephen H. Frishauf suspended between a pair of rails, thecenter of gravity being at, or below the suspension or surface. Adjacentcar units are interconnected by weight-bearing couplings which keepadjacent car units from tipping about the single support wheels.

These interconnections may be pins, interfitting truncated cones,spherical sections or the like, permitting relative movement of the carunits.

Patented Dec. 14, 1971 3,62%,857

9 Sheets-Sheet 1 Ill/f 9 {0 INVENTOR ORNEY Patented Dec. 14, 1971 9Sheets-Sheet 3 INVENTOR ATTOQNEY mam U 'IUL U ILLJ e m J m. E a M 6 m Jl A mm IL L l Patented Dec. 14, 1971 9 Sheets-Sheet 5 Patented Dec. 14,1971 3,626,857

9 Sheets-Sheet 4 Patented Dec. 14, 1971 9 Sheets-Sheet 6 Patented Dec.14, 1971 3,626,857

9 Sheets-Sheet 7 Patented Dec. 14, 1971 3,626,857

9 Sheets-Sheet 8 Patented Dec. 14, 1971 3,626,857

9 Sheets-Sheet 9 ARTICULATED TRAIN The present application is acontinuation-in-part of my ap plication Ser. No. 719,900, filed Apr. 9,1968 now abandoned.

The coupling elements for railway cars combined with elastic elementshave to allow substantial space with respect to the passenger-carryingstructures which they link, especially if allowance is made to negotiatecurves. As a consequence, conventional railway cars or coaches haveconsiderable lengths, and weights.

SUMMARY OF THE INVENTION Safe and economical high speeds without dangerof derailing can be obtained by using ultralightweight cars havingwheels equipped with pneumatic tires rolling, on two elevated railswhich embrace the vehicle at the level of its center of gravity.

The following dimensions have been found to be critical. A car length ofthe order of 2 to 3 m. (7-l 0 ft), approximately; and a width, or beamalso of the order of approximately 2 to 3 m. (7-10 ft.), approximately;and a width, or beam also of the order of approximately 2 to 3 m. 7-10ft.). These dimensions have been arrived at by the following empiricalapproach:

The unit weights of drive units with wheels and all auxiliafies-based ona wheel of 0.5 m. (20 in.) in diameter decreases as the wheels are movedfurther apart beyond 0.5 m. (20 in.) in a tangential relationship, toreach zero at infinity (chain-dotted line in the graph of FIG. 29). Thepassengercarrying structure (coachwork, coach, car etc.) is simply likea supported beam; in proportion as the two supports are moved apart,beyond a minimum interval of 0.5 m. (20 in.), the unit weight increasesin the manner shown by the broken line in the graph of FIG. 29.

The resultant empirical curve indicated by the full line is the sum ofthe two other curves and shows a minimum somewhere between 2 and 3 m. (7and 10 ft.).

The choice of a length of approximately 2 m. (7 ft.) is arrived at byusing the lightest possible materials; thus, it is advisable to reducethe size of the car as far as possible and, moreover, for reasonsassociated with the negotiation of curves of small radius. This lengthis particularly suitable to provide an adequate comfortable interior,although this does not mean that it could not be increased to accordwith other kinds of application.

In application of the principles hereinbefore set out, the result isthat a car or vertebrate coach, inclusive of a load of six passengers,has an overall weight of 1,000 to 1,500 kg. (2,200 to 3,300 lbs.), i.e.,500 to'750 kg. (1,100 to l,650 lbs.) per wheel. In conventional railwaysystems, this figure fluctuates around 10,000 kg. (22,000 lbs.) perwheel; in some lightweight trains around 5,000 to 6,000 kg. (1 1,000 to13,200 lbs.) have been achieved.

The immediate consequence of the ultralightweight design is that it ispossible economically to make the vehicle absolutely nonderailable byarranging the train to run on rails which are situated not beneath thecoaches, or cars, in the conventional manner, but on rails disposed atthe sides thereof and embracing the overall train at or very nearly atthe same level as the center of gravity of the vehicles, so that thetrain is unable to leave the track. In the conventional systems, thesafety factor against derailment is the weight which prevents theflanges of the wheels of usually about 28 mm. (over 1 inch) from liftingabove the heads of the rails and jumping the track.

Obviously enough, without using an ultralightweight design, conventionaltrains could equally run in the manner just described in relation toarticulated trains, on elevated rails located at the sides and levelwith the center of gravity. Yet, as a solution to the problem ofpreventing derailment only, this would, in the context of conventionalsystems, mean an immense and totally prohibitive expense.

Coach units of critical minimum length are coupled together in elasticfashion at the whole of their terminal peripheries. Each unit issupported upon the lateral rails over two inflated tire wheels runningin vertical planes, and located at either side of the unit at aconvenient point along its length. To provide for guidance and centeringpurposes, horizontal wheels, likewise provided with pneumatic tires,bear against vertical surfaces presented by the rails of the track. Therails have a cross section different from the conventional one such as aT-section, l'beam section, C-section or other suitable profile.

Hitherto, trains have been made up of successive vehicles or carscoupled together by more or less automatic hook couplings of variousdesigns, all embodying a hook and one or two elastic buffers plus, inthe majority of cases, a link combined with the hook, each wagon havingits own wheels, with a minimum number of four and sometimes as many as12. Each car can maneuver and move independently of any other on thetracks while at the same time in payload space or body of each car isindependent of its neighbors. In the articulated, or vertebrate train,everything is different; each vehicle unit, coach or car, which will betermed a vertebra due to the manner of its connection to its neighbors,is simply provided with two supporting wheels which carry proportions ofthe loadings and weights of neighboring vertebrae, and is connected withits neighbors not by a single hook-type coupling but by a total,continuous or discontinuous, elastic or inelastic peripheral couplingarrangement. This allows the train to be formed so that it occupies acontinuous tubular useful volume which, because of the reduceddimensions of each vertebra, enables operation of the train at highspeeds over winding and undulating sections of track, with a fluid,silent movement.

BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a transverse section of theterminal portions of two neighboring vertebrae articulated togetherthrough the medium of vertical pins (example A, detailed hereinafter);

FIG. 2a illustrates, in longitudinal section to an enlarged scale, anembodiment of a coupling between the terminal edges of the walls of twoneighboring vertebrae, in the region of the pin-type joint;

FIG. 21: illustrates, in longitudinal section to an enlarged scaleanother embodiment of a coupling between the terminal edges of the wallsof two neighboring vertebrae, in the region of the pin-type joint;

FIG. 3 illustrates a section through a pin assembled in its elasticmounting;

FIG. 4 is a longitudinal section through the peripheral edges of twoneighboring vertebrae;

FIG. 5 is a longitudinal section through the terminal peripheral edgesof two neighboring vertebrae, articulated together through the medium ofa truncated (frustoconical) link.

FIG. 6 is a longitudinal section of the terminal peripheral edges of twoneighboring vertebrae, articulated together through a spherical orknuckle-type bearing, taking the form of two spherical zones having thesame center, one lodging within the other;

FIG. 7 is a lateral elevation of the terminal portions of twoneighboring vertebrae, articulated together through a spherical joint inthe form of mutually oppositely disposed pairs of spherical plates;

FIG. 8 is the transverse section of the line VIII-VIII in FIG.

FIG. 9 is the transverse section of FIG. 8, showing the maneuver ofuncoupling by rotation about a longitudinal axis of one of the two setsof spherical plates;

FIG. 10 is a longitudinal section through the terminal peripheral edgesof two neighboring vertebrae, showing the maneuver of uncoupling bydetachment of the external spherical plate;

FIG. 11 is a longitudinal section through the terminal peripheral edgesof two neighboring vertebrae, illustrating the maneuver of uncoupling byswinging away the hinged internal spherical plate;

FIG. 12 is a side elevation of a number of vertebrae units, showing howadhesion and traction are distributed;

FIG. 13 is a pictorial view of neighboring vertebrae showing thearrangement of their wheel systems, namely drive, centering, and safetyand maneuvering wheel systems;

FIG. 14 is a vertical section through the traction zone of a vertebra,illustrating the aforedescribed wheel systems;

FIG. 15 is an enlarged detail of the wheel system of FIG. l4

shown cooperating with a rail of double-T section;

FIG. l6 is a detailed view of the wheel system cooperating with aC-section rail;

FIG. 17 is a detail of the wheel system cooperating with a rail ofspecial combined T-section and C-section;

FIG. 18 is a detail of the wheel system cooperating with a rail havingan angled section in which the angle is greater than 60 and less than90";

FIG. 19 is a detail of the wheel system cooperating with anangle-section rail with dissimilar length flanges;

FIG. 20 is a detail of thewheel system operating with a rail oftubularrectangular section formed by the combination of two C-section profileswith their flanges offered up to one another;

FIG. 21A is a side elevation of a system by which an entire overallvertebrate train can be moved to a different level by either raising itor lowering it as a complete unit, a train of 2 vertebrae beingillustrated;

FIG. 21B is a transverse section of the system of FIG. 21A;

FIG. 22A is a top plan view of a system for moving an entire vertebratetrain to a different track at the same level, by horizontal translationof the train;

FIG. 22B is a side view of the system of FIG. 21A.

FIG. 23A is a top plan view of a switch for carrying out track change atthe same level by a swing arrangement with a switch arm in one position;

FIG. 23B is a view of the switch in another position;

FIG. 23C is an elevational view of FIG. 23A;

FIG. 24 is a top plan view of a points (switch) system for changingtrack, using a points tongue located at the same level;

FIG. 25A illustrates in side elevation access to the door of a vertebracoach by the detachment and raising of an appropriately designed sectionof the rail;

FIG. 25B is a top view of the rail section and coach of FIG. 25A;

' FIG. 26A illustrates in side elevation access to the door of avertebra coach, access being by the detachment and lowering of anappropriate section of rail;

FIG. 26B is a top plan view of FIG. 26A;

FIG. 27A illustrates in side elevation access to the door of a vertebracoach, by a movable section of the rail being designed to pivot about ahorizontal axis;

FIG. 27B is a top plan view of FIG. 27A;

' FIG. 28A illustrates in side elevation access to the door of avertebra coach, by a movable section of the rail designed to pivst abouta vertical axis;

FIG. 28B is a top plan view of FIG. 28Ap and FIG. 29 is a graph showingthe derivation of the critical length to obtain lightweight units.

The total peripheral mode of coupling has been given the name ofvertebration, and this system can in fact be realized using rigid orelastic means, or mixtures of both. The short length of the coaches orvertebrae requires but little play in order to travel properly aroundcurves in the tracks and to adapt without any difficulty to gradientsand undulations in the terrain.

vertebrae, or coach units 1, 2 (FIG. 13) are interconnected by meanspermitting relative movement about a vertical axis, by top and bottompins 3 in sockets 4 (FIGS. 1 and 3) located on the vertical geometricalaxis. Sockets 4 are sufficiently elastic to permit limited play andpivoting. The peripheral connection of the terminal sections of twovertebra, or coach units 1, 2, is achieved by means of a continuous ordiscontinuous elastic and impermeable annular element 5 (FIG. 4),

seated in appropriate recesses in the fronts and rears of the body ofthe coaches and kept in position there by appropriate means. The elasticannular element 5 has a reduced section which is, however, quiteadequate in view of the short critical length of the vertebra coaches l,2.

FIG. 5 illustrates peripherally attached lightweight metal or plasticcomponents 6, 7, suitably reinforced; which have a frustoconical shape,annular in plan view. Adjacent components engage one inside the otherand are attached together through the medium of a toroidal stop collar 8which, fixed to the male component 6, retains the female component 7.One of the components is fixed to the first vertebra 1 by means of anelastic ring 9 whose elasticity is effective radially while the other,the male component 6, is fixed to the second vertebra 2 by means of anelastic ring 10 whose elasticity is effective axially. The security ofthe coupling is ensured by catches, pins or stops which hold the maintoroidal stop collar 8 on the male component 6 in the position in whichit retains the female component 7, so that there is no risk ofaccidental uncoupling.

FIG. 6 illustrates a spherical coupling, formed by attaching to eachterminal part of a coach, an annular peripheral component. One, a malepart 11, engages in the other, a female part 12, so as to permitrelative swinging movement between the two, their mutually contactingsurfaces defining a curved surface in the form of a zone of a sphere.The cooperating surfaces have the same center, thus allowing a certainamount of play in any direction. This, efiectively, constitutes aconstant velocity joint adequate for the purposes of the vertebrae trainsystem. The assembly of the male spherical part 11 inside the femalespherical part 12 is carried out by a device which provides for atemporary reduction in diameter of the internal component to beachieved, or, alternatively, temporary enlargement in diameter of theexternal part. The device is arranged to have means ensuring that thechanges in diameter cannot take place accidentally.

An advantageous variant embodiment of this type of spherical coupling(see FIGS. 7-11) consists in substituting, for the annular peripheralcomponents ll, 12, in which the mutually contacfing surfaces define azone of a sphere, concentric with respect to each other, three or moresections in the form of internal spherical plates 13 and extemalspherical plates 14 with spaces between them, which enable the diametraldimensions of the coupling to be kept the same and are such thatuncoupling can be carried out (without any variation in the saiddiametral dimensions) simply by rotating a ring 15 carrying one of thesets of plates, the set of internal plates 13 in the present example,through an angle 16 about an axis normal to the equal bases of thespherical zone defined by the plates (FIG. 9) or, simpler still, by thedetachment of one of the pairs of plates 13, 14, which form the coupling(FIG. 10), or, yet again, by hinging (FIG. 11) a selected one of theplates so that it can be swung away; the whole mechanism will beprovided with the requisite safety arrangement of course.

The units of the vertebrate train have driven wheels 18 (FIG. 13). Thewheels are driven independently for each unit, each being provided withits own corresponding electric motor. There is a pair of vertical drivenwheels 18 on each vertebra coach 1, 2, so that the tractive effort isuniformly distributed over the full length of the train, see FIG. 12.

The distribution of the tractive effort means that all the vertebracoaches are in effect self-propelling vehicles permitting substantialreduction in, or total elimination of forces between vertebrae so thatan ultralightweight design can be used.

The drive wheels 18 rotate on horizontal axles and carry their unit onflat horizontal tracks formed of a pair of rails making up the permanentway. Preferred profiled sections for the rails are T-sections, double-Tsections or C-sections which should have their horizontal flangesaligned and which, in their webs, provide vertical surfaces with whichwheels 23 (FIGS. 13-20) cooperate to center the units between the tworails. Wheels 23 rotate on vertical axles. A third set of wheels 24,running between the flanges of the tracks, serve safety and maneuveringfunctions. Wheels 24 rotate on a horizontal axis,

similar to wheels 18, and only come into play as auxiliaries when, as aconsequence of deletion of the main drive wheels 18, they drop onto thebottom flange of the rails. These auxiliary wheels 24 may for example belocated at the forward part of the vertebra while the drive wheels 18are located at the rearward part so that, should the train be uncoupled,i.e., broken up into its separate units, each of the vertebrae 1, 2 hasa four-wheel support which it requires for maneuvering, see' FIGS. 13and 14.

The triple rolling arrangement of the wheels on vertebra l on the railsof the track is designed to match the particular profile on the railsections. FIGS. 13, 14 and 15 show the rail 19 as a double-T (or I-beamsection presenting its top surface as the track on which the drivewheels 18 rolls, its vertical web as the track on which the centeringand guide wheels 23 roll, and the upper surface of its bottom internalflange as the track on which the vertical safety and maneuvering wheels24 may roll.

FIG. 16 shows a triple wheel system in cooperation with a channel, orC-section rail FIG. 17 illustrates a similar arrangement in respect of aspecial combined T-section and C- section rail 21. Other wheel systemsonly may be used. FIG. 18 illustrates a simplified rail section 22, theprofile of which is angled to provide equal length flanges making anangle of greater than 60 and less than 90 with one another. Thecentering and guiding wheels 23 are disposed in an upward slantingattitude so that they can perform the safety function too. Safety andmaneuvering wheels 24 rotate on horizontal axles and are so mountedthat, should they become operative, they run on the main horizontaltrack used by the drive wheels 18.

FIG. 19 provides an example of a triple wheel system in cooperation witha right-angle section track 42 having a profile with dissimilar flangelengths. The broader flange forms the vertical track on which thehorizontal centering and guiding wheels 23 roll; the narrower flange isthe horizontal track on which the drive wheels 18 and the safety andmaneuvering wheels 24 (when they come into operation) roll.

FIG. 20 illustrates a strengthened rail section 39, of rectangulartubular form, produced by placing the flanges of two C- section rails inabutment with one another. In this case, the centering and guidingwheels 23 are also horizontal and the safety and maneuvering wheels 24are again vertically disposed and located in exactly the same way as inthe previous case.

The fact that each of the drive wheels 18 is associated with its ownindividual electric motor enables combinations to be produced whichimprove the economy of the system, for example some of the motors havingthe current shut off when the gradient of the track permits.

There is also the possibility of using auxiliary jet propulsion overlong stages remote from urban concentrations, in this case themaneuvering and the phases of entering and leaving stations beingcarried out under the control of the electrically operated drive wheels18 as described, and the motors then being disconnected in open country,to do duty simply as running wheels during the period of operation ofthe jet engmes.

The additional propulsive means may, quite apart from jet engines, beconstituted by any other engine of the kind currently employed inaviation applications, such as a piston engine driving a propeller, apropjet engine or the like. ln respect of all these additional modes ofpropulsion, great attention must be paid to ensuring that there areadequate means of insulation against noise and vibration, which meansshould be interposed between the engines and the vertebra coachescarrying them.

The track, or permanent way is of the two-rail type in which the railshave one of the cross sections hereinbefore described and areconveniently mounted parallel to one another on pillars or on yokelikestructures of reinforced concrete or some other suitable material,provided with means suitable for ensuring that the track gauge ismaintained. As far as changes in direction are concerned, the reducedweight of the vertebrate train and the high location of the rails abovethe ground, enable arrangements to be used which permit operation at thesame or at different levels, and which are totally divorced fromconventional switchpoints.

Changing to Track at Different Level (see FIGS. 21A and 21B) Vertebratetrains of short length can be lifted in their entirety. A sector oftrack 25 which can accommodate the whole of the train is placed on anelevator 26 disposed between two track sections 19 located at differentlevels. The mobile track section 25, with the vertebrate train inposition on it, is raised or lowered to transfer the train from thelower to the higher track or vice versa. The vertical displacement isproduced by an appropriate hydraulic system associated with therequisite stops to ensure that the end of travel positions are properlydetermined.

Track Change by Translation at the Same Level (FIGS. 22A and 228) Thiskind of track change can be used, like the one just described, inrespect of vertebrate trains of short length which are entirelycontained on a mobile track section 27 mounted on a carriage able todisplace on transversely laid rails 28. The carriage transports thecomplete train from one of the two tracks 19 to the other, these tracksbeing parallel with one another in the particular zone concerned. Thetransverse displacements of the carriage are controlled byremote-control facilities, or from the train itself, through electronicsystems which set into operation an electrical or hydraulic mechanismwhich carries out the actual transfer function.

Jack-Operated Switching or Track Change at the Same Level (FIGS. 23A and238) This mode of track change is carried out before the vertebratetrain The fixed track section 29 is made open in both directions, and inthe gap there are located two complementary sections of rail 30 and 31whose alternate move into position determines the direction to be takenby the train. In order to achieve this result, the complementary railsections are included in an automatic remote-controlled jacking systemoperated by mechanical sliding wedge arrangements or, preferably, byhydropneumatic systems employing vertical jacks 32 whose pistons arefixed to the complementary rail sections 30, 31 in order to raise orlower them alternatively as required. The raised or pressurized positionof the pistons supporting the complementary rail section 30 whichprovides continuity of the fixed rail section 29 (FIG. 23A), interlockswith the lowered or unloaded position of the pistons carrying thecomplementary rail section 31 which deflects the train onto the othertrack, and vice versa 238). When one of said rail sections is accuratelyaligned with the rail of the fixed section of track so that it forms aperfect continuation of its rolling surfaces the other rail section islocated at a lower level (FIG. 23C) which, with a good margin ofclearance, enables the vertebrate train to travel freely thereover.

Track Changing by Pivoting of a Switchpoint Tongue at the Same Level(FIG. 24)

This method of track change is carried out before the train arrives. Thefixed section of rail is open in both directions. At the point ofbifurcation of the rail system there, a vertical axis of rotation 33 ofthe extremity of a Switchpoint tongue 34 is fixed. The top and lateralportions of tongue 34 form extensions of the rolling surfaces of one orthe other of the rails 29 of the fixed rail section, in front of whichfixed rails its free end or tip is located. The free end or tip oftongue 34 is fixed to the frame of a turntable 35 which runs on circulararcuate transverse rails 36 centered on the center 33 of rotation of theSwitchpoint tongue 34. The transverse rails 36 are located in the spacesexisting in the rails 29 of the fixed track portion and carry theturntable 35, together with necessary auxiliary track sections 37(continuity of the main track direction) and 38 (switching onto branchtrack) respectively, which are interposed in those gaps in the railsleft by the switchpoint tongue 34 so that the gaps are properly closedwhichever of the positions the tongue is in. The turntable 35 carryingthe tip of the switchpoint tongue and the auxiliary rail sections 37 and38, is displaced by an electric stepping motor through the medium of amechanical reduction gear.

The rails 29 are located halfway up the sides of the vertebra coaches atthe level of their center of gravity, so that, in order to enter orleave the vertebrate train the continuity of the said rails 29 must beinterrupted, as at the rail section 41 (FIGS. 25A and 258), at thestations, at the precise locations at which the vertebra coaches l, 21,with their doors 40, have stopped. Stopping the train in a preciseposition is achieved by using electronic automatic controls to carry outthe successive maneuvers of arrival, halting and simultaneously openingof the doors 40 of the coaches, and detaching or swinging away of railsections 41 located in front of the doors. Then, successively, doors 40of the coaches, and of the rail sections 41 close and the train maystart up and depart. The opening of the rail sections can be effected invarious ways, e.g., by their complete detachment; in this case themobile sections 41 move vertically upwards (FIGS. 25A and 258) ordownwards (FIGS. 26A and 268) through a distance sufficient tocompletely clear the height of the doors 40 of the vertebra coaches l;or by a hinging arrangement with a minimum swing of 90 about ahorizontal axis (FIGS. 27A and 278) or vertical axis (FIGS. 28A and28B), disposed at one extremity. The synchronous operation of the movingsections 41 of the rails 29 is achieved by electrical, hydraulic orpneumatic means controlled by an automatic control circuit.

The sizes, shape of, and material used in each of the elements whichtogether form the rail transportation system, can be ultralightweightand will vary in accordance with particular requirements.

I claim:

I. Articulated railway train system comprising a plurality of car units(1, 2 made of lightweight material, each said car units having tubularcross-sectional form and having a width approximately the same as thelength;

said car units being adapted to run on rails, each elevated at least tothe center of gravity of said car units and disposed one at each sidethereof;

a pair of single driven suspension wheels-(l8), one wheel each, locatedat a respective side of each car unit and oriented to roll on said railsin a vertical plane and having running surfaces at least at, or abovethe center of gravity of said unit;

motor means in said car units coupled to drive said suspension wheels,whereby said car units will be individually self-propelled;

one centering wheel (23) each, located at respective sides of the carunits to roll in an essentially horizontal plane and bearing againstsaid rails;

and top and bottom weight-bearing interconnecting means formed at thetop and at the bottom of each car unit adjacent the ends of each car ofthe car units and interconnecting said self-propelled car units forrelative swinging movement with respect to each other, saidweight-bearing interconnecting means joining said car units into anarticulated train system in which the car units are independentlyself-propelled and suspended between said rails and supported forrolling movement at, or above their center of gravity at one point atthe side of the car and in which each car unit is interconnected with anadjacent unit, said interconnection means balancing said individual carunits and maintaining said car units in a train without, however,transmitting substantial tractive efiort.

2. System according to claim 1, wherein the interconnecting meansfurther extends substantially entirely around the circumference of thetubular car units.

3. System according to claim 1, wherein the interconnecting meansincludes a pair of pin and eyelet connections (FIG. 3) one each at thetop of the end face of the car and one at the bottom of theend face ofthe car unit and located at the centerline, said pin and eyeletconnections being elastic about a vertical axis;

and an elastic sealing means (5) interconnecting said car unitssubstantially around their circumference.

4. System according to claim 1, wherein the interconnecting means (FIG.5) includes matching truncated conical interfitting projections (6, 7);

means (9, l0) resiliently mounting said projections at the ends ofthecars (l, 2);

and means (8) preventing separation of said interfitting projections.

5. System according to claim 1, including a third set of undriven, idlerwheels (24) mounted for rotation in a substantially vertical plane andlocated to be normally free and out of engagement with said rail, saididler wheel preventing tipping of said car units upon disengagement ofsaid interconnection means. v

6. System according to claim 1, wherein said width is about 2-3 m.(7-I0ft.).

7. System according to claim 1, wherein said interconnecting meansincludes (FIGS. 6-11) interfitting coupling projections, at least one ofwhich (11) has a spherical cross section, and engaging one inside theother to permit relative swinging movement between the two projections.

8. System according to claim 7, wherein the projections (FIG. 6: l l,12) have relative sizes to efiect a nonseparable interengaging fit.

9. System according to claim 7, wherein the projections comprise (FIGS.7, 8, 9) a plurality of annular, spherically curved sections (14)secured to the end face of one car (I) and a plurality of similarinterfitting spherically curved sections (13) secured to a matching endface of an adjacent car and means l5) mounting one of said sections withlimited relative rotation with respect to the other of said sections topermit disengagement of said sections from each other when the sectionson one car are rotated so as not to match the angular position of thesections of an adjacent car.

10. System according to claim 7, wherein the projections comprise (FIGS.10, 11) a plurality of annular, spherically curved sections (l3, 14)secured to the end faces of said cars, the sections'at one end face, atleast, being movably mounted (FIG. 10; FIG. ll: 17) on its associatedcarunit to permit displacement of the fit of the section on one car fromthe section of the other.

l1. Articulated railway train system comprising a plurality of car units(1, 2) made of lightweight material,

each said car units having tubular cross-sectional form and having awidth approximately the same as the length; in combination withrailseach elevated at least to the center of gravity of said car unitsand disposed, one at each side thereof;

said car units comprising a pair of single driven suspension wheels(18), one wheel each, located at a respective side of each car unit andoriented to roll on said rails in a vertical plane and having runningsurfaces at least at, or above the center of gravity of said unit;

motor means in said car units coupled to drive said suspension wheels,whereby said car units will be individually self-propelled;

one centering wheel (23) each, located at respective sides of the carunits to roll in an essentially horizontal plane and bearing againstsaid rails;

and top and bottom weight-bearing interconnecting means formed at thetop and at the bottom of each car unit adjacent the ends of each car ofthe car units and interconnecting said self-propelled car units forrelative swinging movement with respect to each other, saidweight-bearing interconnecting means joining said car units into anarticulated train system in which the car units are independentlyself-propelled and suspended between said rails and supported forrolling movement at, or above their center of gravity at one point atthe side of the car and in which each car unit is interconnected with anadjacent unit, said interconnection means balancing said individual carunits and maintaining said car units in a train without, however,transmitting substantial tractive effort.

12. System according to claim 11, wherein said rails comprise anessentially horizontal running surface adapted to support said drivensuspension wheels (18);

and a surface angled at an acute angle with respect thereto and engagedby said centering wheels (23).

13. System according to claim 11, including a third set of undriven,idler wheels (24) mounted for rotation in a substantially vertical planeand located to be normally free and out of engagement with said rails,said idler wheels preventing tipping of said car units upondisengagement of said interconnection means, wherein said rails include(FIGS. l5, 16, 17) a channel shape having an essentially horizontalrunning surface and an auxiliary surface parallel thereto and spacedfrom said running surface;

said idler wheels (24) being located between the side of the railopposite said running surface and said auxiliary surface, said idlerwheels having a smaller diameter than the distance between said side andsaid auxiliary surface and engaging one or the other thereof uponisolation of a single car unit from the train system.

14. System according to claim 11, wherein said rails (FIGS. 22A, 228)support a plurality of car units forming a train; a pair of railsadjacent a train being formed of a plurality of units placed in separatesections;

and means displacing said separate sections horizontally to move a railsection, together with the train thereon.

15. System according to claim 11, wherein said rails (FIGS. 21A and 21B)support a plurality of car units forming a train;

a pair of rails adjacent a train formed of aplurality of units beingplaced on a separate rail section;

and means displacing said separate rail section vertically to move saidrail section, together with the train thereon, from one level toanother.

16. System according to claim 11, wherein pairs of rails extend indifierent directions;

and track switching means (FIGS. 23A, 238) comprising at least one railsection (30, 31) movable in a vertical plane between levels selectivelyengaging the rails to provide for continuous rail surfaces in aplurality of directions to effect switching of trains.

17. System according to claim 11, wherein pairs of rails (FIGS. 25-28)are provided and at least one of the rails is subdivided into railsections, one of said sections forming a movable rail element;

and means moving said rail element out of continuous track alignmentwith said rail sections to permit access to said cars while said carsare suspended on said rails. 18. System according to claim 11 whereinsaid width is about 2-3 m. (7-10 ft).

19. System according to claim 11, wherein pairs of rails are providedand a Y-switch (FIG. 24) having a switching tongue (34) selectivelyengageable in one or two directions with either rail and pivotallymounted at the bifurcation point of the Y to form a continuation of therail surface;

a turntable section (36) carrying auxiliary intermediate track sections(37, 38);

and means synchronously moving said turntable section and said switchingtongue to align, selectively, an intermediate track section from theturntable, and said tongue, in accordance with a desired switchingdirection, said intermediate track sections closing gaps not closed bysaid tongue.

20. System according to claim 19, wherein the tip of the tongue (34) isinterconnected with the turntable section (36),

whereby, upon movement of the turntable section, the ton gue will bemoved therewith.

' I! i i I!

1. Articulated railway train system comprising a plurality of car units(1, 2) made of lightweight material, each said car units having tubularcross-sectional form and having a width approximately the same as thelength; said car units being adapted to run on rails, each elevated atleast to the center of gravity of said car units and disposed one ateach side thereof; a pair of single driven suspension wheels (18), onewheel each, located at a respective side of each car unit and orientedto roll on said rails in a vertical plane and having running surfaces atleast at, or above the center of gravity of said unit; motor means insaid car units coupled to drive said suspension wheels, whereby said carunits will be individually selfpropelled; one centering wheel (23) each,located at respective sides of the car units to roll in an essentiallyhorizontal plane and bearing against said rails; and top and bottomweight-bearing interconnecting means formed at the top and at the bottomof each car unit adjacent the ends of each car of the car units andinterconnecting said selfpropelled car units for relative swingingmovement with respect to each other, said weight-bearing interconnectingmeans joining said car units into an articulated train system in whichthe car units are independently self-propelled and suspended betweensaid rails and supported for rolling movement at, or above their centerof gravity at one point at the side of the car and in which each carunit is interconnected with an adjacent unit, said interconnection meansbalancing said individual car units and maintaining said car units in atrain without, however, transmitting substantial tractive effort. 2.System according to claim 1, wherein the interconnecting means furtherextends substantially entirely around the circumference of the tubularcar units.
 3. System according to claim 1, wherein the interconnectingmeans includes a pair of pin and eyelet connections (FIG. 3) one each atthe top of the end face of the car and one at the bottom of the end faceof the car unit and located at the centerline, said pin and eyeletconnections being elastic about a vertical axis; and an elastic sealingmeans (5) interconnecting said car units substantially around theircircumference.
 4. System according to claim 1, wherein theinterconnecting means (FIG. 5) includes matching truncated conicalinterfitting projections (6, 7); means (9, 10) resiliently mounting saidprojections at the ends of the cars (1, 2); and means (8) preventingseparation of said interfitting projections.
 5. System according toclaim 1, including a third set of undriven, idler wheels (24) mountedfor rotation in a substantially vertical plane and located to benormally free and out of engagement with said rail, said idler wheelpreventing tipping of said car units upon disengagement of saidinterconnection means.
 6. System according to claim 1, wherein saidwidth is about 2-3 m. (7-10 ft.).
 7. System according to claim 1,wherein said interconnecTing means includes (FIGS. 6-11) interfittingcoupling projections, at least one of which (11) has a spherical crosssection, and engaging one inside the other to permit relative swingingmovement between the two projections.
 8. System according to claim 7,wherein the projections (FIG. 6: 11, 12) have relative sizes to effect anonseparable interengaging fit.
 9. System according to claim 7, whereinthe projections comprise (FIGS. 7, 8, 9) a plurality of annular,spherically curved sections (14) secured to the end face of one car (1)and a plurality of similar interfitting spherically curved sections (13)secured to a matching end face of an adjacent car (2); and means (15)mounting one of said sections with limited relative rotation withrespect to the other of said sections to permit disengagement of saidsections from each other when the sections on one car are rotated so asnot to match the angular position of the sections of an adjacent car.10. System according to claim 7, wherein the projections comprise (FIGS.10, 11) a plurality of annular, spherically curved sections (13, 14)secured to the end faces of said cars, the sections at one end face, atleast, being movably mounted (FIG. 10; FIG. 11: 17) on its associatedcar unit to permit displacement of the fit of the section on one carfrom the section of the other.
 11. Articulated railway train systemcomprising a plurality of car units (1, 2) made of lightweight material,each said car units having tubular cross-sectional form and having awidth approximately the same as the length; in combination with railseach elevated at least to the center of gravity of said car units anddisposed, one at each side thereof; said car units comprising a pair ofsingle driven suspension wheels (18), one wheel each, located at arespective side of each car unit and oriented to roll on said rails in avertical plane and having running surfaces at least at, or above thecenter of gravity of said unit; motor means in said car units coupled todrive said suspension wheels, whereby said car units will beindividually self-propelled; one centering wheel (23) each, located atrespective sides of the car units to roll in an essentially horizontalplane and bearing against said rails; and top and bottom weight-bearinginterconnecting means formed at the top and at the bottom of each carunit adjacent the ends of each car of the car units and interconnectingsaid self-propelled car units for relative swinging movement withrespect to each other, said weight-bearing interconnecting means joiningsaid car units into an articulated train system in which the car unitsare independently self-propelled and suspended between said rails andsupported for rolling movement at, or above their center of gravity atone point at the side of the car and in which each car unit isinterconnected with an adjacent unit, said interconnection meansbalancing said individual car units and maintaining said car units in atrain without, however, transmitting substantial tractive effort. 12.System according to claim 11, wherein said rails comprise an essentiallyhorizontal running surface adapted to support said driven suspensionwheels (18); and a surface angled at an acute angle with respect theretoand engaged by said centering wheels (23).
 13. System according to claim11, including a third set of undriven, idler wheels (24) mounted forrotation in a substantially vertical plane and located to be normallyfree and out of engagement with said rails, said idler wheels preventingtipping of said car units upon disengagement of said interconnectionmeans, wherein said rails include (FIGS. 15, 16, 17) a channel shapehaving an essentially horizontal running surface and an auxiliarysurface parallel thereto and spaced from said running surface; saididler wheels (24) being located between the side of the rail oppositesaid running surface and said auxiliary surface, said idler wheelshaving a smaller diameter than the distance between said side and saidauxiliary surface and engaging one or the other thereof upon isolationof a single car unit from the train system.
 14. System according toclaim 11, wherein said rails (FIGS. 22A, 22B) support a plurality of carunits forming a train; a pair of rails adjacent a train being formed ofa plurality of units placed in separate sections; and means displacingsaid separate sections horizontally to move a rail section, togetherwith the train thereon.
 15. System according to claim 11, wherein saidrails (FIGS. 21A and 21B) support a plurality of car units forming atrain; a pair of rails adjacent a train formed of a plurality of unitsbeing placed on a separate rail section; and means displacing saidseparate rail section vertically to move said rail section, togetherwith the train thereon, from one level to another.
 16. System accordingto claim 11, wherein pairs of rails extend in different directions; andtrack switching means (FIGS. 23A, 23B) comprising at least one railsection (30, 31) movable in a vertical plane between levels selectivelyengaging the rails to provide for continuous rail surfaces in aplurality of directions to effect switching of trains.
 17. Systemaccording to claim 11, wherein pairs of rails (FIGS. 25-28) are providedand at least one of the rails is subdivided into rail sections, one ofsaid sections forming a movable rail element; and means moving said railelement out of continuous track alignment with said rail sections topermit access to said cars while said cars are suspended on said rails.18. System according to claim 11 wherein said width is about 2-3 m.(7-10 ft).
 19. System according to claim 11, wherein pairs of rails areprovided and a Y-switch (FIG. 24) having a switching tongue (34)selectively engageable in one or two directions with either rail andpivotally mounted at the bifurcation point of the Y to form acontinuation of the rail surface; a turntable section (36) carryingauxiliary intermediate track sections (37, 38); and means synchronouslymoving said turntable section and said switching tongue to align,selectively, an intermediate track section from the turntable, and saidtongue, in accordance with a desired switching direction, saidintermediate track sections closing gaps not closed by said tongue. 20.System according to claim 19, wherein the tip of the tongue (34) isinterconnected with the turntable section (36), whereby, upon movementof the turntable section, the tongue will be moved therewith.